Traveling conveyer



' 1,625,501 April 19, 1927. ROBERTSON V T'BAY-ELING 'CQNVEYER Apfil 19, 1927. v

w. H. ROBERTSON 'TRAVELING CONVEYSR Filed Feb.15, 2 5 Shets-Sheet 2 A ril 19,1921.

W. H. ROBERTSON TRAVELING CONVEYER Filed Fe b. l5,'1924 j;y%

5 Sheets-Sheet 3 Patented Apr. 19, 1927.

UNITED. STATS WILLIAM HVRQBERTSON, OF DAYTON, OHIO.

TRAVELING CONVEYER.

Application filed February 15, 1924. Serial No. 692,999.

This invention relates to improvements in automatic conveyers and more particularly to an automatic system of car distribution.

The present invention will find a Wide range of usefulness in factories, warehouses and the like, for the automatic distribution of materials and supplies from a central supply station to various departments, or to the benches of different workmen in a given department, and for the distribution of freight, and merchandise on wharfs, freight houses or shipping points. It is also contemplated that the present system may be employed for the distribution of cooked foods from a central depot or cooking station to each of a large number of residences or apartments, within an area to be supplied, and to return the empty dishes. The same systeminight be employed for distributing other merchandise throughout a community, performing the usual function of individual messenger service.

In this invention there is contemplated an automatic conveyer system or a system of automatic car distribution, wherein a series of separate carriers of cars, each operating preferably, though not necessarily under its own motive power, are started from a central station or distributing point for operation over an extended track circuit, and are automatically shunted from the main track or to sidings, at different predetermined stations, in accordance with selective mechanism, carried by the cars or carriers. The selective mechanism may be adjusted or set for any one of a series of stations or stops throughout the system. ,While the traveling cars or carriers are intended to operate at uniform speed, means is provided for temporarily disconnecting the motive power in the event that one car overtakes another.

Car controlled means is provided to prevent the return of a car from a siding to the main track at a time when a second car is approachng within predetermined distance, to prevent interference. Automatic means is further provided in the event that a siding or station track is already occupied to its ally adjustable means is provided, regulating the number of carriers or cars which may be received on any particular siding or station track. Furthermore, means is provided for group selection of cars whereby various cars intended for different stations particularly upon a branch track may be selected as the cars pass a transfer point, and be shunted to such branch track for subsequent selection according to particular destinations. The system provides for practical transportation through long distances of varying loads at irregular intervals under conditions wherein a continuous traveling conveyor would be impracticable.

The invention has been applied to a monorail system. Instead of the usual movable switch point transfer is made from the main line track to sidings or branch tracks, by lowering a second set of carrying wheels into engagement with the siding or branch track, which runs parallel with the main track at the switch point, and raising the main line carrying wheels. This shifting of carrying wheels and consequent transfer of the vehicle from one track to another is effected during the progress of the car by means of trip arms carried upon the cars or carriers engaging with ramps or track positioned stops.

The ramps or station stops are located in different positions transversely in relation with the track rail. The trip arms upon the ears are transversely adjustable in order that they may be positioned to aline with and engage the ramp or stop of the desired station. To increase the range of selectivity or number of stations or destinations, to which a particular car may be directed, the trip arms and station stops or ramps are employed in multiple. That is to say in order to make a selection and transfer the car from the main line track to a siding, it may be necessary that two or more trip arms be operated by their correspondingly positioned ramps or stops. The range of usefulness is thus increased, for whereas one trip arm would enable the selection of only stations 1 to 9, two of such trip arms will permit the selection of stations or destinations to the total of ninety-nine, while an additional trip arm willincrease the range to nine hundred and ninety-nine stations.

The object of the invention is to simplify the construction as well as the means and line" mode ol operation of conveyors and clis tributine; apparatus, whereby it will not only he rhenpened in construction, but will be more ellieient in use, positive. in operation, uniform in notion, economical in operation and unlikely to get out of repair.

A further ohjeet; ot' the invention is to provide u conveyor system which will he flexible pro vnhng for a eoneent tll'lOll o'l'lnoving llltl'llie, elnnuniting PBIlOClS t idle operation, and

providing for concentration of moving; trafit further object: ot the invention is to provide a ylelchngr bumper control lor the t aveling' ear. wherein; u collision between :1 first t1 'nvelino' and slow traveling ear will. nnt0- inutienllv but temporarily disconnect the motive power of the or halving the grrzziter speech while the inlpuhe given by such eolllsion will noeele ate the speed of the slow movingear. thereby tenoing to lceep the curs in zipiin'oxiinulelv uniform fate oil travel.

it further ohj et ol the inventioi'i is to proride :1 detent for Ittlil upon a eiding und to provide. menus-s operuted by cars upon the main tnel; {Dd passing the siding or in the vicinity thereoit, by which the detent will be locked in ear engnging: position to telnpo orily prevent the return of a or from the siding to the ll'ltllh treel; and in co-operation therewith a trip lover or trigger, set beyond the siding, and opereied by the ears passing on the track to roleaee such detent alter the main lino ours have passed beyond the siding and there is no longer danger of interference or rollioion.

A :t'urther object ot the invention is to provide autonnttie menus tor shifting the she tion stop or rzunp out of the path oil? the :aeleetive umrhnniein on the ear traveling the main tirnelr when a given uidino; is tilled to capacity, end to further provide rm; he nu'lolnntie return of the ramp or e l; 1 stop to o iierutive poi tion to t ilet-l. the tran l er oi :nilditionnl ears to the siding whenever one or more care shell hove let't hurh siding.

ll ith the :ihove primary and othenineidental objects in view us will more fully appear in tho sperilieatiom the invention eoneinto ot the features of uonetruetion. the ports und combinations thereot'. and the mode ot operation or their equi 'alents as hereinafter described and set forth in he claims.

Referring}; to the accompanying drawings, wherein is shown the preferred but not no"- essnril the only :torm of embodiment ol' the l is :1 side elevation of 2L invention, lug.

traveling carrier or our, equipped with the selective lllt."ll:2lilrtll tor frininrztei'ring the or nutomntii :nllv ttrom the main line track to o siding and vice verso. :it n predeter;nined transfer point. Fig. is at bottom plan view ot the on? and equipment shown in l ig. 1. Fig. 23 is an end elevation oi? the carrier or "or shown in liig. 2. Fig. --l; is n tletnil side elevation, of it portion ot? u can. equipped with seleetire means operative tor an increased number 0t stations or sidings. Fig. 5 is :1 bottom plnn view oi. the ear und equipment shown in Fig. at. l ig. (3 in u detail pore )eetive View of the adjustable trip arm for the seleotivo meehnniom. lligr. '2" lb :1 dinornnnmitie view ol the motive power eontrol niennrn by which the )o\ver is ten'lpornrily out ol'l in the event o t oolliSion by one oer o ertoltingig the other. .liig. 6 is: n di21- Pgrnnnnntie side elevation showing); the relnt-ivo levels of the main t :ltjli and the aiding, the ears entering and leaving; the siding upon inclines. Fig. 5) is a plan view of the interlirlcingj detent mechanism, by which ears are retained upon the siding so long as other ours are p: 'nn upon the main trnol; Within interfering; die :inee. Fig. 10 is a detail plan view ol :1 modiliezition 01' this uutoinntie detont rout-role meznnc. and l ig'. ll. 's u d'niqrinnnnltic view 0i [i main turlc and sidinn's. l i r. 12 is :1 top phin view and l ig. ll :1, side elevation oi the nutonnitie regulating: meuns for preventing overerowding oi it given sid ng. l i ll and 15 are detziiln ol the nieehaniiein ehown in l igns. 123 and. 13. Fig. ill; is n non-reverse nieehnniein tor the driving drrnn. l ig. .lT is it further modiliention of the rnr detent means in a simplified form.

Like parks are indirnted by similur churzu'ters olt relerrnre tln'ongrhout the several views.

The present ronvoyer and our dhatrihution nppnrutns hon hero illustrated in: applied to :1 monorail s) 111. it in to be umlerstood, however. thut in not so limitelh but may he omluulied in :1. double truth (Joustrurtioii. lo he preteriefl onilwlinugnh the ears or eoireyers t "urel upon the mono-rail [melt l, and. are rnpported in upright position and held lt tfidlHSl' later-n l tilting: \novomom hv en- ;ruggement of u trollev rollrr in an elevated channeled trolley ouidrx :2. It is obvious that the channeled trolley guide :5 may be employed as on eleetrirul oonduetor and the ow may be propelled eleotrinillv from neentrol power plnnh no in on ordinary trolley rur eystem. .l lowever, for eeononrv oil operzilion and to accommodate the system to vairious ronditionsvoli use. eaeh traveling ear is preternhly thoupgh not neeeesurily indi vidually propelled by a smell power plant niounteel direetly upon the carrier. or cur. Such individual power plant. may he pernmnentlv inenlled or may be detnehubly connected its a separable power unit. In lieu of either construction, a locomotive may be employed to propel the cars, singly or in trains.

In Fig. 1, the traveling car or conveyer 3 is shown as provided with a detachable power unit 4. This power unit contains a suitable driving motor 5, operated from storage batteries 6, and transmitting motion through a suitable train 01 gears i, to the traction roller or driving drum 8, having wheels of each pair are located closely a cent to those of the other pair or set. and are operated alternately or reversely by common operating mechanism. One pair or set of carrying wheels is positioned to engage and travel uponthe main track rail, while the second set when in operative position engage and travel upon the siding or branch line track. The control mechanism is so arranged that after one set or pair of carrying wheels is lowered into engagement with its corresponding track rail, the other set is elevated. Thus the necessity for movable switches is obviated. Each switch track extends for a small distance parallel with the main line track at the transfer point. By lowering the siding or switch track carrying wheels into engagement with such parallel portions of the siding track and then upon further movement of the control mechanism, elevating the main track carrying wheels, the caris diverted onto the siding or branch line track. Each car is further provided with an oscillatory trolley arm 11, carrying a trolley roller 12, engageable in the inverted trolley channel 2. There are two of these trolleys, one on each side of the car, and co-operating with the respective pairs or sets of carrying wheels. The trolleys 11 are oscillated into and out of operative position, in unison with the movement of the carrying wheels and under the con trol of the same actuating mechanism. Each pair of carrying wheels and its corresponding trolley, are controlled by an oscillatory cam plate, having therein a series of cam slots, there being slots 15 and 16 for the carrying wheels and an additional slot 17 controlling the movement of the trolley. The oscillatory arms 10, by'which the carrying wheels 9 are supported, are mounted upon rock shafts 18, which in turn carry rock arms 19, provided at their inner or adjacent ends with studs or rollers 20, which engage in the cam slots 15 and 16 respectively. The trolley 11 is provided with a dependent rock arm 21, provided with a stud or roller 22, engaging in the cam slot 1?, of the oscillatory control plate 1 1. The slots 15 and 16 are so shaped that as the plate 14 is oscillated to and fro, the rock arm 19 and rock shaft 18 will be in turn oscillated to raise and lower the corresponding carrying wheels 9. The cam slot 17 is likewise so shaped that the same oscillation of the plate 1% will correspondingly oscillate the trolley 11. There is a control plate 14:, for each set of carrying wheels, and its corresponding trolley. For convenience of illustration, these control plates have been shown located on opposite sides of the car 8. It will be understood that for purpose of illustration the control and selective mechanism has been shown positioned exteriorly of the car or carrier. iowever, they may also be placed on the interior of the car or otherwise hidden from view. The control plat-es L'l pertaining to the opposing sets of carrying wheels and trolleys, are operated in unison and are identical, except for the fact that the, cam slots; 15, 16 and 17 are arranged in reverse relation, so that the movement of the oscillatory plates 14:, which oscillates one pair of carrying wheels and its corresponding trolley into operative engagement with the monorail and overhead trolley guide respectively will by a slightly further movement etlect the retraction of the opposing set of carrying wheels and trolley. To effect such unison operation the cam plates 14 are provided with a series of marginal gear teeth 23, meshing with a gear pinion 24 upon a transverse gear shaft 25. By this means, the oscillatory movement or one plate 1 is transmitted to the other insuring the operation in unison of the respective sets of carrying and guide elements. The plates 14 are held in either position of adjustment with the carrying wheels and trolley retracted or in operative position by a spring actuated detent 26, engaging in one or the other of marginal notches 26, in the plate 1 1. The detent 26 does not aliord a positive lock, but yieldingly holds the plate in either of its operative positions, from which it may be moved by the selective trip mechanism.

The plate 14 is actuated in one direction by a reciprocatory link bar 27. By the forward movement otthe link bar 27 the control plates 14: are operated in unison through their interconnection by the pinions 24!: to lower the secondary set of carrying wheels into engagement with the siding track rail and to elevate the main track carrying wheels. This movement of the link bar 27 is effected by the oscillation of a trip arm upon engagement with a track positioned ramp or station stop. In Fig. 1, the link bar 27 has been shown controlled by two independently operated trip arms the operation or both of which is necessary to the and 30.

movement ot the control plate l.=;l-. The purpose of the plural trip arms is to in creass the range of selectivity, so that the device may he set for operation at a greater number of stations or steps. ill? each car transfer point. station or siding, are provided one or more track positioned ramps or stops 28. In Fig. 1 there are shown two such selector operating ramps. Dependent trip arnn: 29, and 22), are adjust ably mounted upon transverse rock shafts The depcndei'it trip arms 29 and 29 are keyed upon such rock shatts or as in the present instance. the shafts are poly onal in form so that while each trip arm is adjustable t 'ansverscly oi the car. or loin gitudinally in relation with the shaft, the

second rock arm lid shaftand arm must rock in unison. Each. rock shaft carries at one end an upturned rock arm 31 and 31 respectively. The rock arm Slengagcs in the bil'urcated extremity of a pivoted bell crank lever 2:32, having; a stud :33 eng ringe in a longitudinal slot Ill, inthe link bar 27. The bell crank .ever is normally held in elevated position by a retracting spring 35, against the tension ot' which it is oscillated by the rocking movement ot the arm 31. The bell crank lever 2:32 and its pin and slot engagement with the link bar 27, normally snp iiorts the link bar in an elevated position above the level oi the second rock arm 31. it during the advance oi the car. the dependent trip arm :29 engages a ramp or stop in its path of travel, it is oscillated thereby and the rocking; movement of the trip arm is transmitted through the rock shatt 30 and rock arm 31, to the bell crank lever 32. This inm'ement depres the rcarwardly extending end of the bell crank lever 32 against the tension of its retracting" spring 3:35, thereby lowering the dependent end or nose an of the link bar 2?, into the path of movement of the ill. lit before the dcpcndent trip arm 29 passes oil its entra n-id ramp 12th the second trip arm 39 ca fies the ramp in. the arm Ill will he oscillated "h lenri n of its tetractin spriup; h it; to {Qlfltllt with the dcnosc till (a: the link bar 27', it will tarry the link oar forwardly with it. therehy train-nnittin; an oscillatory increment to the control plate ll. lit. l'iorrrver. the SN.- ondary ramp and trip lever iii) are not relatively p wooed for iuteren ragreincnt and no oscillation oi the rock arm ill oc-- cnrs, the hell crank lever 23".! and with it the link bar 27, will be returned upwardly to their normal position by the retracting spring 35. without the bar and control plate having been operated. In such case the oscillation ot the primary trip lever 29 will have been idle. Likewise it the primary ramp and trip lever 29 are positioned outot registry so that they do not interengag'e at a particular station orsiding, but the second ramp 28 is positioned for engagement and is engaged by the secondary trip lever 529, the result will he merely an idle operation of the rock arm 31 against the tension at its retracting spring 87, and no movement of the bar If and plate It will occur. The function of the initial trip 1ever 53$) is merely that of setting the selective mechanisu'i :tor operation by the engagement oi the second, trip lever with its corresponding ramp. It as before stated, the mechanism is set and no operative action of the operating arm 2-31 occurs, there will he no respolnse oi. the mechanism. To the contrary it the operating; arm 31 is oscillated and the mechanism has not been set for the intercomiection of such arm with the link bar by the prior operation of the setting trip arm :29. the mechanism will not respond. .It is only when both trip arms are operated, first the arm 29 to set the mechanism. and second the arm 29 to shift the link bar that the alternation oi? the carrvingr wheels and trolleys occur. Obvious it only a low stations or sidings are involved in the system, the link bar 27 might be permanently connected with or projected into the path oi movement of the operating rock arm 3 and the bell crank lever 32 and settinu' trip arm .29 might be entirely omitted. l t, however, a very large number oi stations or transfer points is contained in the ystem. additional setting arms may be provided as shown in Fig. el. In Fig. i there is shown an additional dependent trip arm 29 positioned intermediate the setting arm and actuating arm as shown in the preceding figures. The initial setting arm 29 by its engagement with the'primary ramp operates to oscillate the bell lever 32 as hetore described. llmvever, in Fig. l the hell lever 32 instead of being connected with the link bar :27 is connoctcal to an intermediate bell lover or L-shaped link 39, pivoted atlll to the jn'iinary hell lever 32. This intermediate lever 39 has the same pin, and slot ramneetion with the link bar 27 as bei ore deseriljied. The operation is that previously described and consht in the oscillation of the primary hell lever ilii. by the n'lovement of the rock arm Ill. upon en argement of the primary selling arm 525 with its ramp 'lhis nmrenuantol the hell lever 32 lowers the intermediate link or lever 35) into the path of the intermediate rock arm 31". lipon the engagement oi? the second or intermediate set ting trip arm 99 with its correspondint ramp 28 the second bell crank lever 39 will be oscillated about its pivotal connection ll upon the previously operated hell crank lever 39. This oscillation ot the lever 39 will lower the dependent nose 36 ot the link bar 27 into the path of the actuating rock arm Eli. and upon engagement lllll of the actuating trip arm 29, with its ramp 28, the link bar 27 and control plates 14 will be operated.

The difierent ramps or station stops are located in distantly spaced relations transversely of the track rail. The dependent trip arms as before described are slidingly adjustable upon their rock shafts, to adjust them into and out of registry with differentdistantly positioned ramps or stops. In order to slidingly adjust the trip arm upon the rock shaft, transversely arranged ad'- justing screws 41 are provided, each of which carries a yoke or shift arm 42, which embraces the corresponding dependent trip arm 29. As the yoke orshift arm 42 is adjusted to and fro by the rotation of the screw shaft 41, it carries with it such trip arm to diiferent positions upon its rock shaft 80. To facilitate the adjustment of such trip arms into alinement with predetermined ramps or stops, an adjusting dial or index head is provided for each screw shaft 41. Such index head or dial 43 is preferably connected with the screw shaft by a chain of gears 44, in order that one rotation of the dial or.index hand may transmitto the screw shaft sufiicient rotation to propel the yoke or shift arm 42 and with it the dependent trip arm throughout the entire range of its movement, transversely of the car. Obviously, the adjusting screws 41 may be directly operated without the intermediate gear train thereby necessitating successive complete rotations to adjust the trip arms transversely throughout their range of movement. However, by employing the gear train whereby a single rotation of the index head or dial will effect succesive rotations of the screw, the dial or adjusting head may be numbered, and the different trip arms set to different combinations, to agree with the positions of the ramps or stops atditferent stations or car transfer points. Assuming that there may be ten different positions transversely of the track rail in which the ramps may be set, for instance, five positions on, each side of the track rail at different distances therefrom, the indicator heads or dials would be numbered from nought to nine. By turning the index head or dial to register the different numbers with an indicator mark or pointer, the trip arms may be adjusted transversely in predetermined positions corresponding to the different relative positions of the ramp. For instance, if a station or transfer point is given the number 73, one of the ramps, for instance that engaged by the setting arm 29 would be positioned in the third position, while the other ramp to be engaged by the operating trip arm 29 would be located in the seventh position. Therefore, by setting one of the index heads or dials to seven, thereby positioning the actuating trip arm 29 into alinement with one of the ramps, and adjusting the other index head or dial to the third position to correspondingly set the setting trip arm 29 into alinement with the other ramp, whenever the car reaches such transfer point, and the 'two ramps are engaged,

the carrying wheelsand trolleys will be alternated, as before described. lVhile these trip arms'will be oscillated by their engagement with ramps in similar positions at other stations, as long as such ramps are not in the same relative relation, or the same combination of positions, to cause the operation of both trip levers, the mechanism will not be operated to reverse the carrying wheel.

As before stated, the terminal of each siding or branch line track extends for a short distance parallel with the main track. These station .stops or operating ramps are located contiguous to such parallel portions of the siding. trated in Figs. 8 to 11 inclusive. The carrier or car travels the main line track upon two of its carrying wheels, and with one of .its trolleys engaged in the elevated channel Such track. arrangement is illuscontrol plate 14 are so shaped that momentarily the car will be riding upon both sets of carrying wheels, and both trolleys will be held in engagement. Upon the completion of the movement of the plate 14, the main track carrying wheels and trolley are retracted and the car continues its travel upon the second set of wheels, engaged with the siding rail, and is so shunted off the main track onto the siding. The sidings are preferably elevated somewhat above the level of the main track so that the car shunted onto the siding by the alternation of its carrying wheels will travel up an incline and so arrest its momentum. As the car enters the siding, its motive power is disconnected.

This is preferably by opening a switch in the electrical distribution line to the motor. Such switch is shown at 45 in Fig. 7. The switch is carried upon the car in position to engage a projection or lug 46 located beside the track or preferably upon the elevated trolley guide 2. The engagement of the switch arm 45 with such stop as the car is shunted onto the siding disconnects the motor and the momentum of the car is absorbed by the inclined approach to'the siding. The traction or driving drum 8 is sufliciently broad to simultaneously engage both the main track rail and'the siding" rail through the contiguous parallel. portion, so that such driving drum passes from one rail to the other, easily and su'ioothly without interference.

ll hile it is intended that all of the cars operatingover the system shall be propelled at ap noximately the same speed, the rate of travel of different cars may vary some what according to the loading. the deterioration of the car, or due to lllttlltlllltflll dilli culties. The car are all routed in the same dlrection. .rlowever, a slight variation Oil speed of two closely traveling: cars may cause one of the cars to overtalcc the other. The, cars are equipped with depre ible or yield ingspring bumpers it}. depre sihlc inwardly against the tension of springs elf). These bumpers have operative engagement with switches in the current (llStl'llJlltlIlfI eircult to the driving; motor. z t. rear end collision between two traveling cars will cause the depression of the yielding bumpers oi? the taster and rearward car, thereby opening the motor circuit and temporarily cutting oti the motive power to such car. all the same time the push or momentum transmitted to the forward car will tend to accelerate its speed. l pon separation of the cars, the depressed bumpers will he retracted and the circuit switches will automati- "ally close, reestahlishing the motive power. In order that a car may not leare a siding and return to the main track at a time when it will interfere with other ars passing: upon the main track. a special car detent is provided at each sidinp; or station stop. Several ditierent methods of controlling: the detent have been shown in lii S); 10 and 17. In each instance, there is proi lTlQCl a pivoted stop lcve' 5i, normally yieldii against the tension ot a retracting priir i. to permit the movement of a car from the siding. The stop lever 51 extends into the oath ot' travel of a car, leaving the siding: Normally the moving: car will merely push the stop arm 51 aside, and upon the pass ot the car, the spring will retract the arm into position l'or engagement with the next 'ar. However, ii a car is within interfering distance upon the main track, a lock arm is oscillated into the path of movement of the detent arm 51, and so locks the detent arm against the movement out of the path ol travel oi the ar. In l ig, 9 the locking lever 53 is actuated from a (ii-"taut point by means oi a trip arm at, pivotrd in such position as to pro-- ject into the path 01" travel ol cars passing; upon the main line track. This trip arm net is connected by a cable. wire or other means 55. with the locking lever A tens' spring: so preferably interposed in .uch connection to prevent brealta e and coinpensate 'lor inaccuracies 0t adjustment. A pivoted spring actuated detent 57 is provided for the lockinglever 53. When the locking lever is oscillated by the operation of the trip arm 54 into its locking engagement with the car detent 5i, the lever detent 57 will be actuated into engagement with the stop shoulder by the spring 57, to hold the parts in such adjusted position and mai ntain the car detent 51 against retraction, until the main line car has passed beyond the siding exit. ill the outlet of the siding, is a second trip arm no, coi'lnected by a strand or cable (it) with the lever detcn't- 57. As the car pass-es such releasing trip arm 55), it will oscillate the arm and transmit motion through the strand connectirm (30, to disengage the locking detent from the shoulder thereby permitting: the locking lever 53 to move out (it engagement with the car detent arm 51. whereupon cars may pass suchdetent 'l'rom the siding and return to the main line track.

The construction sl'iowu in Fig. 1.0 is quite similar crrcpt that the, operating engagemeat of the main line cars is made through w a. narallel bar (ll connected at one end to the trip arm fil and at its opposite coal to a corresponding swinging; arm (32. filo longias a. main line car is in the danger zone, it will hold the parallel contact bar (ll pressed lat orally, and so hold the trip arm 54- aud lockingr arm 53 in operated position.- The same type at lever deteut 57 and releasingtrip 59 are employed as previously described and shown in Fig. 9: In lieu of providing a yielding tension link 56, in the connection 55 between the trip arm in and locking lc ver 53, the locking lever is provided with an auxiliary concentrically pivoted arm (33, connected to the main locking lever by an intermediate spring til. it will be understood that the resistance of the spring til as well as the tension link 56 oil the previously described construction is greater than the normal resistance oi the locking lever ma. It

is only after the lever has been moved to its operative position that any pull upon the operative mechanism is COIYIPQHSLlt-Qtl 'lor by the yielding oi the tension link (it; or the intermediate spring In Fig; 17. this car detent control. mechanism, has been simplilied and has been shown as a simple locking lever 53, controlled by the parallel. bar 61, carried by the oscillating trip arm 54 at one end and swinging arm (32 at its ppositc-end.

l lo long as a main line car is within thedanger zone, it will hold the oar pressed laterally and therefore, hold the locking lever 53 in its operative position, and engaged with the. car detent 51. l llhcnever the car passes beyond the parallel bar (51, the retracting 12 spring or) will return the parts to normal re lation. .l hile either oil these constructions will operate successfully and practically, the parallel bar operating means of Figs. 10 and 17 to he preferred. The construction shown in Fig. 9 is quite satisfactory and desirable, providing the cars are not routed closely together. In normal operations, the cars will not follow one another so closely, that more than one car would be in the danger zone adjacent to a siding, at the same time. However, such condition mightv arise in emergency or through accidental disarrangement of the schedule. If two cars happened in the danger zone,- that is, intermediate the initial trip arm 54's and the release arm 59, as shown in Fig. 9, the first car to leave such zone would operate the release trip 59, and unlock the car detent 51, permitting a car to leave a siding. and perhaps collide with the second car in such zone,

which may have passed the setting trip 54, before the first car operates the releasing detent trip 59. By the use of the parallel bar control shown in Figs. 10 and 17 the car detent 51 will be held in locked position so long as any car remains within the danger zone, or until the last car has moved beyond the exit of the siding.

To prevent overcrowding of a siding and to bypass cars, on the main track, in the event a siding is filled to capacity, the ramps or stops 28 may be located upon a depressible frame or carrier as shown in Figs. 12 and 1-3. In this construction aswinging carrier frame 70 extends transversely of the track and is mounted upon a rock shaft 71.

At its extremity shaft 71 carries a rock arm 72, normally engaging an oscillatory cam 73, by which .the swinging frame is oscillated and held in its elevated position. The cam 73, is mounted for oscillation upon a supporting shaft 74, and carries upon a laterally projecting stud 7 5, a bevel gear pinion 76, meshing with two corresponding pinions 77 and 78, also mounted upon the shaft 74 concentric with the pivotal mounting of the cam 73. Fixedly connected to each of the gear pinions 77 and 78, are ratchet wheels 79 and 80 respectively. These ratchet wheels 79 and 80, however, are arranged with their ratchet teeth turned in opposite directions. Pivoted upon the shaft 74: adjacent to the ratchet wheel 80 is a pawl arm 81, carrying a driving pawl 82, engaging the teeth of the ratchet wheel. Extending into .the path of travel of the cars upon the siding track is an oscillatory rock arm 83, to be depressed by a passing car. This rock arm 83 is connected through a rock shaft 84 and a second rock arm 85, with the pawl arm 81. The construction is such that the depression of the rock arm 83 by a passing car will transmit motion to the pawl arm 81 to advance the ratchet wheel 80 a partial rotation. The ratchet wheel being directly connected with the gear 78, transmits the same partial rotation to said gear. The gear being in mesh with the intermediate gear 76 rotates the gear upon its stud 75. However,

the gear 76 being in mesh with the gear 77 which during such time is stationary. the intermediate pinion 76 will travel upon the gear 77 as upon a rack, thereby giving to the cam 73 an upward partial rotation. The parts are so proportioned and the rate of travel so adjusted that each car entering the siding advances the ratchet wheel through an additional partial rotation or step. Every time a car enters a particular siding, its engagement with the depressible arm 83 actuates the ratchet wheel 80 one step or tooth to correspondingly advance the oscillatory cam 73. Likewise every car leaving the siding by its engagement with the lever 87, actuates a corresponding ratchet wheel 79 one step or tooth to retract the oscillatory cam 73. Thu for every car entering the siding, the cam is advanced one step toward the point where it releases the ramp carrier 7 0, and for every car leaving the siding, the cam is set back one step from its operating point. Consequently it is only when the advance steps of the cam corresponding to the entrance of a car to the siding exceeds the number of outgoing cars and retrograde steps of the cam, that the cam can reach the point w iere it releases the depressible ramp carrier. When this point is reached, the ramp carrier 70 being depressed, any additional cars set for such siding will not be tripped but will continue on the main track back to the starting point. The last car which the siding is capable of receiving will have advanced the cam 73 beyond the point of engagement of the rock arm 7 2, thereby allowing the rock arm and with it the swinging ramp frame 70- to swing downward; This withdraws the station ramp from the path of travel of the cars upon the main track and any additional cars set for the particular siding will be bypassed or continued on their main line journey. Such construction is clearly illustrated in Figs. 12 to inclusive.-

As a car leaves a siding it will engage a second depressible lever 87, connected by a rod or link 88, with a pawl arm 89, carrying an actuating pawl 90 for the ratchet wheel 79. As before mentioned, the teeth of this ratchet wheel 79 are turned in reverse direction, and the depression of the lever 87 rotates such ratchet wheel through a partial rotation in a direction opposite to the direction of the initial ratchet wheel 80. This movement is transmitted through the gear 77 to the intermediate pinion '76, which meshing with the gear 78 as a rack will cause a reverseoscillation of the cam 73 or downwardly. It will be understood that the car regulating mechanism is controlled by a step by step movement operated in one direction by the entrance of cars onto the siding, and set back step by step as each car leaves the siding. Thus each car leaving a switch or siding retracts thedepressible ramp control cam one step, which it has been advanced by the entrance of a car onto the siding. lt is only when the siding tilled to capacity and the mechanism has been advanced through successive steps, to the point upon the cam where the reel: arm is permitted movement to allow the ramp to be lowered, that additional cars will be bvpassed, upon the main track. Such bypassed cars, tor which there is no available room upon a sid lug, may continue their journey about the track system and return to the starting point, or an emergency or overflow siding may be provided at each station having ramps or stops positioned like those of the main siding, so that any bypassed cars for which no space is L *ailable upon the main siding may be divertedonto such emergency or overtlow siding. At the transler point or branch line track, are locatei roups oi ramp: or station stops, occupy poiliors corresponding to all the (lit .ent individual stations or siding upon such branch line. in those cases wherein abranch line or branch track contains several siding'r, there will be at such transfer point l'rom the main line to the branch track, station ramps corrc uonding to all oil the sidings upon such branch track so that all of the cars set for such siding of such branch track will engage one or another of the ramps at such point and so be transferred from the main line to the branch track. At each otthe imlividual sidings on the branch track will be corresponding station ramps by which the cars set for such sidings will be again transferred from the branch track to the siding. That is to say, the cars directed to siding's upon the branch track are twice translicrred. All of the cars are transferred from the main track to the branch track, which neccsitates a series of ditlercntly positioned ramps, one tor the cars directed to each of the sidings on such branch track. Subsequently, the cars thus transferred to the branch track are retransferred from the branch track to the siding by engagement with a ramp which corresponds to one of the several ramps at, the branch track transfer point. Thus a number of cars, the selective mechanism of which has been set for dillerent individual stations on the branch line will be automati' cally transferred at the common transfer point. finch cars will be subsequently again selected and diverted to their individual sidine's upon the branch track.

in Fig. ii there has been shown diagrammatically a track circuit including several branch lines, or shunts, having individual sidine's thereon. The ditlerent siding's or stations have been given numbers, which intentionally have been arranged non-consecutively, to indicate that it is not necesthat the station numbers be arranged n ism may be.

in any particular sequence.

point has been indicated at 100.

assumed to be the starting point or home station. At this point there is provided a continuous ramp common to all the carriers: extending;- the full width ol the path. oi operation. the transfer of every car lrom the main line to the home station siding, no matter what the setting; of its particular selective mechalt. will he understood, however, that at this central station siding, there will be'a ramp entirely across the range of operation, so that every car, no matter how the selective mechanism may be set, will engage some portion oi the general ramp and will be diverted to the main station siding. The first individual station has been nmnbered 173. At this station one ol the track ramps will beset in' the first position, another in the seventh position, and the other in the third position, so that only cars havingtheir shitt levers in corresponding positions by the settingct the dials or index head to the figures one, seven and three will be diverted at this station. The transfer point is indicated at 180. This is a transfer point for a branch line, on which station numbers 183 and 187 are locatcd. Consequently the ramp or station stop at the point 180 will be set in position to correspond to all ot' the stations upon the branch line, that is, in this particular instance the ramps will occupy the eighth, seventh, third and lirst positionsu Consequently, all cars senior-stations 18?; and 187 will engage corresponding ramps at the transfer point 180, and will be diverted to the curved siding 181. At the end o'l this siding they are transferred back to the branch line track asat any individual siding. At the siding 183, will be rampsset in the first, third and eighth positions. and all cars havingtrip levers correspondingly In the present instance, the centfalstation or distributing Referring to the diagram Fig. 11, the siding; 100 is' The purpose oi this is to cll'ect i set will be diverted, while those having trip levers set for the sidingltli will pass by and will enter the siding 18?. At the point 188 there will be another group of ramps common to all the branch line stations by which the cars entering upon the branch line 180 will be transferred to 'thesiding 189, from which they will be transferred back to the main line track at the end of such curved siding. It is assumed that each carrier is provided with three adjustable trip arms corresponding to units. lens and hundrecs ot'the station numbers. In the diagram 11, on the first branch track, which contains the stations 183 and 187, it will be necessary to provide at the point 180, where such branch track leaves the main line, suilicient ramp: to ope ate the trip arms for both sidings 183 and 187, that is to say, to operate such trip arins'the first. third,-seventh and eighth positions. These ramps at 180 will transfer the cars from the main line to the curved line 181, from which they are retransferred by a common ramp to the transverse portion of the branch track. transferred individually at the respective sidings.

As the cars leave the sidings 183 and 187, they are automatically transferred to the branch track. Since each carrier has two sets of carrying wheels, it is necessary to reverse these carrying wheels at the point 188 so that all of the cars from both sidings 183 and 187 may pass on to the curved track 189 and then the carrying wheels must be again reversed to place the proper carrying wheels on to the mainline track. This is effected by aseries of common ramps similar to those at the point 180, so located as to be engaged by not only the cars set for the siding 183, but also for those set for 187, both of which must be transferred from the branch track to the main line, for their return. The cars having their trip levers set for stations 175, 178, 176 and 177 will pass by the transfer point 180 and also pass the transfer point 190, and will be diverted to their respective sidings in accordance with the setting of their trip levers. At the point 190, another common ramp group will be arranged to engage the trip levers for all cars set for the stations upon the branch line track leaving the main line at tht transfer point 190. These cars will be distributed to the individual sidings 192 and 195, and upon their return will be retransferred to the main line track through the curved siding 197.

In transferring a car from a siding or station track back to the main line track, it is of course necessary to reverse the relation of the carrying wheels and trolleys. In entering-a siding, this transfer is effected through the selective mechanism. However, no selection is necessary when a car leaves the siding to return to the main track. It is necessary, however, that the control plate letbe oscillated in reverse direction. Such reverse oscillation lowers the main carrying wheels 9 into engagement with the main track rail, and by a continued movement elevates the auxiliary or siding track carrying wheels and at the same time alternates the trolleys. To effect such reversal, there is a track positioned ramp 99 positioned to be engaged as a car approaches the siding .exit. These exit ramps or steps are in the same identical position at the outlet from each siding. Pivotcd upon each car is a bell. crank lever, one arm 91 of which eX- tends downwardly for engagement with such exit ramp. The other arm 92 of the bell crank lever extends into proximity with a lug or stud 9-1 upon the oscillatory control From this they are.

plate 14:. As shown in Fig. 1, the engage ment of the dependent arm 91 with such exit ramp will oscillate the bell crank lever which movement is transmitted through the arm 92 and the stud or pin 94 to effect a reverse oscillation of the control plate and consequently a reversal of the carrying wheels and trolley.

As before mentioned the motive power of each car is shut off by the opening of a switch in the electrical power circuit as the car enters a siding. As also stated, the siding entrance is inclined upwardly to absorb the momentum of the car. The grade and length of such inclined portion of the siding is so designed as to bring the car to rest at the top of the incline or on the horizontal portion of the elevated siding. However, to prevent a car from running backward, in the event that its momentum was insufficient to carry it over the incline, the driving drum 8 is preferably provided with a suitable reverse clutch, which will permit free rot-ation of the traction or driving drum so long as the car moves forwardly, but will automatically engage upon reverse movement of the car to prevent retrograde movement. A simple type of such clutch has been shown in Fig. 16, wherein a series of clutch balls 93 are located in peripheral notches 95 in a stationary disc 96, within a rotating flange 97 upon the driving drum. So long as the drum flange 97 rotates in the forwardly direction, the clutch balls will remain in the deep portion of the notches. However, upon reversal of the direction of rotation, the tendency of the balls is to pass into the shallow or narrow portion of the notches and become wedged between the inner circumferences of the iiange 97 and the disc. Such construction is an ordinary form of reverse operated clutch, and is shown and described for illustrative purposes only, it being understood that other forms of non-reverse mechanism may be employed.

it is not thought necessary to describe the arious applications of the invention. The mention of a single instance will suiiice to indicate the general mode of operation. The system might be installed for the distribution of supplies in a factory. Cars might be loaded at a central point with foundry sand for distribution to different molding floors. Other cars might be loaded with castings for distribution throughout the machine shop. Still other cars might be loaded with lumber for the wood-working department. A separate siding might be provided for each molding floor, for each machine, or group of machines, or for each workmans bench, or for a department as would be most practical and convenient. All the stations to which like material is to be distributed might be given the same identification number. For instance, there might be a number of moldlit) ing floors, each with individual siding for cars oi? molding sand, but all numbered the same. Likewise, stations receiving calth1g5, or those receiving wood for similar operations would he known by the same identilication lunnljiers. Cars would he loaded at a central distributing point and started on their journey. Those ears loaded with inold- Eng sand reaching the .lirst molding tloor siding would enter it the siding; was empty, or had :ulditional space for more t i :1. 1 however, the first molding-r tloor station was tully supplied with sand, the loaded cars would he hy-passed to the next station. \i'hii-h they would en'er it space was z' ailahle or sand needed. It the secondsiding was found to he fully OCC-UPlO(l,SllLfll loaded cars would continue until an el'iipty siding was 'lound. ill. all of the sidings were full and all the molding floors toll supplied with molding sand, these cars would continue around the t 'flQlC circuit and return to the l-u'spply point. The same thin would occur with cars l oaded with eastin; or with luniher to the nu chino shop or wood working; depluitinent res jiecti'vel y. Ezlo lOltg); as a loaded ear returned weasionally lo the starting point or dustrilnn lion station the car dispatcher woul "l hnow that all the stations requiring; their iiartieular hind ot material were "telly rupplied. Obviously, it there wis tl'\':l hie space at any of the series of stations identified or like numbers and using the same class o't materials, the loaded :ar would lind ent 'anee to one siding;- or another, and would not return in loaded condition to the start ing point. It, however, no loaded ear re turned to the starting point tor a predeternuned period the dispatcher will know that. cars (it that particular ro t (it material were needed.

ll a locomotive were pushing uncoupled ears each would autoniaticalh have the train and enter the siding tor whirh it had ie-en adjusted.

Having thus descrihed my inrentii'ni. I claim: '7

l. in an a iloniatic eon \e xer s rsl em, a plurility ot iinlependent travelling (.ill'lltlr. :1 t'ireuiituw track system including: main line t aek and siding's alternating sets of guide mains engageahle with the main line l :n'lc and sidinns resgectirel'v the traiu'ter l'roin main line to siding trael: and tire Verna heinoell'eeted in operatively engaging: one set o't guide means and retracting the other. means: tor auton'latically tranert'erringr carriers 'l'roin the main line track to a sidi 1 at a prede terinined tramd'er point h; alternation of the guide means including; trarl; located trip inians lo ated in ditl'erentl spaced relation 1: 'ansrersely to the path ot travel and transversely adjustable selective mechanism located upon each carrier and adjustable transversely ot' the path o't travel inleduott for engagement with the l rip mechanism at any one ot a plurality ol' transfer points throughout the system whereby the selective nieehal'iisin will idly. pms certain trip means and he operatively en agged with only the trip mechanism t'or which it has heen proviously adjueted.

2. in an automatic conveyor system, a plurality of indepeinlently traveling rarriers, a circuitous tra l: system including main line track and sidiug's, alternating sets of guiding means upon the carriers engageahle with the main track and riding trael; respectively, selective lllNlllllllHl'll upon the carriers and trip means for operating the selective nual1ani:-'ui upon dillerent *arrien; to altcrlnitc the guiding means at predetermined points by which such *arrieru are llllltlll'liltlt'llllf shunted to ditlercnt Slllli and trip means ren'nnon to the select it) mechanism of all the car =iers by which tH'll car ier will he mumnatirally rhuntcd onto a common siding :uldilional to the particular riding for which said selective lllfife'lltllllt lll in ordiinrrily operative.

:3. In an automatic conveyor :{Vrtenn a plut intlepernlenthtrlnielingl; earrienn :1 vi eiutous tra k ni 'ttni l]l flll(.lll.; iuain lino rack and l'lltllllgfl two uetso'l :arrying Wheels. alltn'nately nqerz1tive n on the main line tract; and siding; seleti mechanism upon, the carriers and trip means for operating the selective mechanism upon dili'crent carriers at predetermined points to alternate the earcarrier. are autorying wheel h which auch mat-wally shunted m dill'ercnl: snhngu, said trip mechanism at a particular siding being eon'nnon to the elective mechanism ot a ilurality' ot such carriers hut not to other tan-tiers traveling; the statenn 1' ln an automatic conveyor system, a pin rahty oit independent traveling arriers, a circi'iitous t 'aelt s 'stein including main line trael; and sidings, llltll'lllllll ally operated selee-tire mechanism upon the carriers and trip means for mechanically operating the selecliYe mechanism at dillercnt siblings, such trip mechanism heing common to a plurality o't carriers :lor sl'luntin g such plurality ot can riers flOill the, main line track at a particular trans'l er point such selective 1uecln'inisn1 ot the ph'n'alit o't carriins being operative at other transfer points for shunting the in dividual. carriers to dillerent sittings subsequent to their group selection and trans'ter ata eonnnon transiter point.

5. .ln an automatic conveyor system, a plurality ot independently traveling carriers. a circuitous track for the carriers, including main. line and siding trac selective means including trip arms of different carriers located in di'lt'erentl spaced positions transversely ot the path of travel and track 1ocated 'ainps also dillerently spaced transversely ot the path of travel, in positions inn llli

lilo

plurality of independently traveling car riers, a circuitous track for the carriers, including main line and siding tracks, separate sets of guiding means on the carriers engageable with the main line and siding track alternately, selective means for alternating the guiding means by which a predetermined group of said carriers are automatically transferred from the main line track to a branch track at a predetermined common transfer point, said selective mechanism be-.

ing subsequently operative to automatically transfer the individual cars of the group at different sidings, and a siding common to all of the cars of the system at which the selective mechanism is operative to transfer the cars comprising a plurality of such groups and individual cars.

7. In an automatic conveyer, a plurality of independently traveling carriers, a track a system including main line and siding'traclns,

selective mechanism on each carrier i11Clii(l.-' ing mechanically actuated trip arms on different carriers differently positioned transversely of the path of travel, and correspoinlingly located track ramps for engagement with said trip arms, for automatically transferring the carriers from the main line track to sidingsat differentpredetermined transfer points and automatically operated means for effecting the retransfer of each car ier from the particular siding to the main, line track. r

8. In an automatic conveyor system, a pin rality of independently traveling carriers each provided with alternating sets of carrying Wheels, a track system including main line track and sidings, selective mechanism, for automatically alternating the carriage Wheels to transfer the carriers from the main line track to sidings at predetermined transfer points, and trip means open ative at the exit from each siding and common to a plurality of carriers of the system for again alternating the carrying Wheels for retransferring such carriers from the siding to the main line track.

9. In an automatic coni' 'eyer system, a plurality of independently traveling carriers, a track system including main line track and sidings, selective mechanism for automatically transferring the carriers from the main linetrack to sidings at predetermined transfer points, and means for rendering the transfer mechanism ineffective when a predetermined number of carriers have been transferred to a particular siding.

10. In an automatic conveyer system, a plurality of independently traveling carriers, track system including main line track and sidings, selective mechanism for automatically transferring the carriers from the main line track to sidings at predetermined transfer points, and carrier operated means for rendering the selective mechanism of certain subsequent carriers inoperative whereby the number of cars admitted to a particular siding is limited regardless of the selective mechanism on other cars normally operative for transferringto that particular siding.

11. In an automatic conveyer system, a plurality of independently traveling carriers, a track system including main line track and sidings, selective mechanism for automatically transferring the carriers from the .main line track to sidings at predetermined transfer points, and carrier operated means actuated by carriers entering a siding for bypassing the carriers past a particular siding when such siding contains a predetermined number of carriers.

12. In an automatic coni'eyer system, a plurality of independently traveling carriers, a track system incluijling main line. tract: sidings, selective mechanism for automatically transferring the carriers from the main line tract: to sii'liugs at predetern'iined transfer points, and car operated means for limiting the number of carriers admitted to the same siding to a predetermined number.

13. In an automatic conveyer system, a plurality of independently traveling carriers, a track system including main line track and sidings, selective me :hanism for automatically transferring the carriers from the main line track to sidings at predetermined transfer points, and regulating means for limiting the number of cars permitted to enter a given siding, autonmtically actuated by cars entering the siding, and means for auton'iatically restoring said regulating means to admit additional carriers by car riers leaving the siding.

14. In an automatic conveyor system, aplurality of independently traveling can riers, a tracksystem including mainline track and sidings, selective mechanism for auton'iatically transferring the carriers from the'main line track to sidings at predetermined transfer points, and regulating mechanism for limiting the number of carriers admitted to a siding actuated through a step by step movement bysuccessive carriers entering the siding, and restored through a step by step movement by carriers leaving the siding.

15. In an automatic conveyer system, a plurality of independently travelingcarriers, a track system including main line and lit]

and siding tracks selective mechanism for automatic: lly trans'lerring the :arriers from the main line track to dill'erent sidings at predetermined transfer points, and carrier detent means controlled by a carrier on the main line track .tor nerenting the escape of a carrier from a siding while a second carrier is within a prescribed range upon the main line track to prevent 'nterterenee.

1.0. in an automatic conveyer systen'i, a plurality of indepeinlentiy traveling carriers, a (rack system including main line and sidingtra s, selective mechanism tor automatically transferring the carriers from the main line track to dill'ercnt sidings at predetermined transfer poiuti-i, a detent i'or preventing the return ot a carrier from a siding; to the main line tra h detent setting means operated hr the approach ot a ea1- rier upon the main line tracl-r within interl'eriug range and detenl relei one means opc atire upon the passage of the out upon the main line track heyond the rangjg'c of inlet"- tercnce with a car enter-glue; trom he si ii ii". In an automat c win-\cycr s plnrility oi. independently traveling; carricrs, a track system including, main line and siding tracks. selective mechanism iiii' automatica ly transferring the carriers from the main line track to diti'crenl sidine preilctcrmiued transfer points and carrier controlled means tor prmentin l the escape oi a carrier 't'rom a siding during the travel ot a second carrier upon the main line tract-1 \\lllliii a range of possiliie interference.

is. in an automatic cornerer svstenn a plurality of imlependentl v electrically propolled traveling arriers. a tract: y em in vi eluding main line and siding iil'tttthm retract ahle sets oi' guiding means on the carriers and iuieageahle with the main line and aidiny tracks alternate 3, selective mechanism alternating: said sets (it guiding means l'or automatically transl'crring the carriers 'l'roin the main line track to ditl'erent siding 's at pix-determiued transfer points, a local electrical power circuit on each carrier, a switch in said circuit. and means for automaticaltr opening said circuit switch for disconnecting the propelling power 'l'rom a carrier upon its entrance to a siding:

ii). In an automatic conveyor system, a plurality of indepeiuiently traveline can riers, a track stem including main line and siding tracks, retraetahle sets oi guiding in'ans on the carriers and ene aneahle with the main line and siding traclis alternately. selective mechanism alternating said sets of guiding; 1n ans for automatically transterring the carriers trout the nu in line tra t: to ditl'erent sittings at l)lttlOtBiillillttl trans fer points, an independent electrical propnlsion system tor ach carrier. an electrical switch controlling such individual electrical iueiaaaeil propelling system, and switch operating means to auton'iatieally opening the switch upon the entrance of a carrier onto a siding.

20. In an automatic t'ansportation system of the charaetei. described, includingmain track and sidings and traveling carriersi morrhle thereover, alternating sets of guide devices operatively engaging the main line tracks and the siding tracks respectively means tor retractingea ll setof guide devices when the other set is engaged with its corr spending track, and selective means for automatically alternating; the sets of guide devices at predeterminml points in the path oi travel ot the 'arriers.

ill. in an automatic conveyer system, a plurality oi indepeudently traveling earriers, a track system inehidingmain line and siding tra ks, selective mechanism for automatically transl'm'ring the carriers from the main line track to iilitl'erent sidings at piedelermined l'anst'er points means for automatically limiting); the 'ars admitted to a particul: r siding: to a predetermiIn-al numher, and means to autoniatitally thereafter admitting; aihliiional carriers to such siding in direct ratio to those disi'fiharged From the particular siding.

in an automatic conveyor system, a plurality oi inde] )enden tly traveling carriers. a track system including main line and siding tracks, selective mechanism for automatic: lly transterringr the carriers 'troln the main line track to (litter-cut sidings at predcl'crniilied transfer points, and automatic stop means for limiting the carriers admittial to a particular siding", advanced through a step hy step movement toward its operative stage by the cut ance 0t successire carrieis to the particular siding and automatic: lly retracted from its operative shine through step by step movement by the escape oi arriers from the siding.

i l. in an automatic conveyor, a. plurality ot' indepeudeutly traveling; :arriers, a track system including main line track and siding-s, selective IllttflltllllSl'll tor automatically transferring the carriers from the main line tract: to siding at predetermined t'anste-r points, means tor preventing the entrance oi another -arrier to a siding when such siding is occupied and means ope'ated hy the escape ot a. carrier from the siding 'lor retracting the said limiting means to per mit the entrance (it an additional ear to such siding.

it. In an automatic conveyor, a plurality iinle wndently traveling carriers, a track em including main line tack and sidin; selective mechanism for automatically transferring the -arriei.'s from the main line track to sidings at predetermined transfer points, and means tor temporarily prevent ing the return of a carrier from a siding to the main track automatically controlled by the passing of a carrier on the main track.

In an automatic transportation system of; the character described, including main line tracks and siding tracks the entrances and exits oi? the siding tracks being relatively lined in relation with the main line tracks, a series of traveling carriers movable over the main line and siding tracks,'re tractable sets of guiding devices carried by the carriers, one set being oier'atively engageable with the main line tracks and the other with the siding tracks, actuating means therefor and tracklocated trips adjacent to entrances and exits of sidings for effecting the 'retraction of one set of guiding devices and the operative engagement of another set thereof with the corresponding track.

26. In an automatic conveyer, a plurality of independently traveling carriers, a track system including main line track and sidings, the sidings terminating in track extensions extending in fixed relation with the main line track, two sets of carrying wheels for each carrier movable relative one to another into and out of engagement with the main line track and siding track respectively, propelling means for the carrier common to both sets of carrying wheels, and selective mechanism for automatically raising and lowering the respective sets of carrying wheels at predetermined transfer points by which the side track carrying wheels will be lowered into operative position and the main line track wheels retracted and vice versa. 7

27. In an automatic conveyer, a plurality of independently traveling carriers, a track system including main line track and sidings, the sidings terminating in track extensions extending in fixed parallel relation with the main line track, two sets of carrying wheels for each carrier movable into and out of engagement with the main line track and siding track respectively, swinging carriers for said wheels, and actuating means common to the swinging carriers by which one set of wheels will be lowered to operative position and the other set of wheels subsequently elevated.

28. In an automatic conveyor, a plurality of independently traveling carriers, a track system including main line track and sidings, the sidings V I tensions extending in fixed parallel relation with the main line track, two sets of carry iug wheels for each carrier n'iovable into and out of engagement with the main line track and siding track respectively, actuating mechanism for raising and lowering the sets of carrying wheels alternately, there being a momentary interval between the lowering of one set and the elevation of the other during which both sets 01" wheels are terminating in track ex in lowered position and in engagement simultaneously with the main line track and the parallel extension of the siding.

29. In an automatic conveyer a plurality of independently traveling carriers, a track system including main line track and sidings thc sidings terminating in track eX- tensions extending in fixed parallel relation with the main line track, two sets of carrying wheels for each 7 warrier movable into and out of engagement with the main linetraek and siding track respectively, movable supports for said sets of carrying wheels oscillatory cam plates controlling said supports and means for effecting the oscillation of the cam plates at predetermined points in the path of travel of the carriers, said cam plates being adapted upon oscillation to lower one set of carrying wheels of each carrier and retract the other set of carrying wheels.

30. In an automatic conveyer, a plurality;

of independently traveling carriers, a track system including mainline track and sidings, the sidings terminating in track extensions extending in fixed parallel relation with the main line track, two sets of carrying wheels for each carrier movable into and out of engagement with the main line track and siding track respectively, movable supports for said sets of carrying wheels, 0scil-' latory cam plates controlling said supports and means for eii'ecting the oscillation of the cam plates at predetermined points in the path of travel of the carriers, said cam plates being adapted upon oscillation to lower the set of carrying wheels of each carrier and retract the other set of carrying a side track, and means for automatically alternating the carrying wheels and trolleys at predetermined transfer points.

In an automatic conveyer, a plurality of independently propelled carriers, a monorail track system including main line track and sidings. an elevated trolley guide including main line and sidmg portions, carrying wheels and trolleys oaerable upon the main line track and other carrying wheels and trolleys operable upon the sidings, and means for alternating the carrying wheels and trolleys in unison.

33. In an automatic conveyer, a self'pro- 131111011 0111-1 101", :1 11111111111111 135010111 11101111111151 11111111 11110 11 1 1011 111111 51111111 51 111111 1111 0101111011 11 01101 11111110 with 111110 11:11:11 porfiions, 011111 111 11011 1 5111111510 111111 11701101 11111110 1111131101111 11111 111 0.111111111111110 11x10111i11p; 111 11111111111111'11111 1111111111 1 11:11:11 11 111111111 11 1111 11111 11111111 111111 1111011, 111 11 $010 111' 1 1111 110 111110 carrying: 11 110010: 111111 11111 1'011'1101111110 11 11111115 1 1101 1011 11 1110 111 111 01111 0111 1 11 1 11 111111 1110111111 1111' 1 1101111111110 1110 1' 11011111'11 111111 2111111 1110; 111101. 15 111111 111111 (1111 111 1 11;111 1 01110111 111111 11111 11. 1011 111111 111101 131111110111 01? 1 110 11111111 11110 111111 aiding: 1111113115 111111 111111111 11111011.

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37. .111 1111 11111011111610 001110101 :1 11111011111: 011113101", 11 111-1101: 151310111 11101111111151 :1 11111111 11111 1111011 111111 siding'a, 111001 111111 111 1111- 11111111111111- c1111y translbrring 1110 1111 101 11 11111 1110 11111111 11110 11111111 1711 :1 aiding. 111111 1 01001111 1110:1111; for 0'11001ing 1110 1ra11s1er a1 a 111-01110101 1111111 11 point, 1110111111111: 11 series of 101101: 1110111011 11 1111 111111 11 1111111111111 of 11 111 111 1110 11111111 0111 1 101 101' 0110:11g01110nt 111111 1110 1 -1101; 111- 0111011 trips, 111111 1110111111 for 11111111111111 11' 1111 11011 110 transfer 11100111111i1 111 111 01 '101'. 11 11 11011 5 1 10111 11101111111111" 11 11111111 11110 11 111. 11 111111 $111111; 1111 111111111. 011 1:111 11111111111111 111111 11 1111a111r1111g 1111-: 13111 1101 11 11111 1110 11111111 11111 11 11011 111 :1 9111111 1 1 111111 11 1001111: 1111 11115 "111' 1 111 111111 1111 [1111111101 111 11 1.11'0111 101'111111011 11 11. 11111111111151 11 111 1-11 0: 111' 1 1 111 11 1110111011 111111 :1 11111111111 111 11-111 11111111 11111111 1111 1 1111' 1 11;111g 01111 111 11-1111 1 110 11 11011 111- 0111011 111111 11111! 11101111a 1111 11'11111'111111'11110 11111- 111111 111 1111 1311111 101 1110011111110111, llOn'ifiRittfl'iilg-l 1 111 1111011111011 111 1110 111111111111 111 trip 11111111 111 11'0111 101'1111111 11 1 111110111 1: 111 1111 001 1110 1111111111 1'1 1' 111' 11111 0111 1 101 12111. 1111 1111 11111011111110 011111 111011 11 111110111111 0111 1 11 1 11 1 1 111111 51 1110111 11101111111114 11 11111111 111111 111101: 111111 11111111 11 9, 1110011111111-1111 '1111- 11111111111111- 11111 11'11111-101'1'1110 1111 0111-1 101- 1111111 1110 11111111 111 1 11 11131; 111 1110 1111 11110 1 1 11111111111110 111101111 11 111 11 010 111? carrying: 11 1100111 1101111 11011 11111\'- 111110 111 1 1 111111111 111111 011011 1111111 1 K010011110 1111 11111 1111 1 110011110; $11011 11111151101 111' 11 1110 1101 1 1 1111111'1 111-1111 1 11111 11111 (1110 R61; (11 0111 171 111;}; 11110011 111111 1111101 1111): 111111111101 111 1. 1111 111 1 111;);11 :11 111111'111011 111 1111. 1 1111' 1 011111 1 1111 11am:- 111013111111111111 in 0111111111111101'01: 01101-111110 :21). 111 1111 1.11111111111111 011111'1 1111' 1 011 1 11111, 11 11 111211 51 1110111 1110111111111: 11 11 1131: 111111 511111101 1110131111111s111 E01 11111101111111- 0111.1 11'11111- 1111'1'1110 1110 011171101 11 11111 1110 11111111 11110 11 1101; 10 111: aiding-1 1101001110 1110:111 15111- 011061111; 1-=11011 111111511 1, :11. 11 111 1 1101111- 1 11111011 11111111, 11 1 001111 11011111 11 111111. 1111 11. 1 11- 1115111' 110111111 1111 111111 10: 1 11101 11111:, 11 50111111 10101- 1101 1111111 0 1111111111111111151; 1110 111111 111111 111 1111111110 111-111 111 11101101111110 131 1111111111. 1111 1 11 11011 100111011 111011111= 1111 11111111 1 11 1011111111 1111 11111111111 101'01' 1'0 1'0111111'011' 111111101 1110 111111 111111 111 1111111110; 111-111 (11 11110111111 0 1011111011 111 11 1 11111111 111111101 1111111111 0 (11 1 110 01111101 1111011110 1110 110111111 1110- 101'01' 10 011001 1110 11 11115101- 11! 11 .0 0111 1 101..

11. In 1111 11111011111110 11111111 3 111 11 1'1'111'01111 0111 111 1. 11 111101; 31110111 111011111111 11 11111111 11111 11-1101 111111 si111ngs1 11100111111is111 for 11111111111111- 0: 11 1 1 1 :1110'1'01'1'1101 1110 01111101 from 1110 1:1:1111 11110 11 11011 (11 1110 911111115 1 1101001 11 0 111011111: 11.11- 01101 1111 11 1 11011 1 1 11110101." a1; 11 1110110101 111111011 11111111 11 00111111 11101111111 1- 111111 1111 11011111111111 1111 11111017 1111' 1110 1111111 101- 11 .1 01111111a111. (111011 1110111011 111011111: 1111 1111011111111: 1110 9011111103 1111 111- 1101 1'11 01111111111 11 1110 11111111101 111001111111s111 111111 11 11111 1111 111111 11 11111100 1111110 0111' 1111. 011 01 1111 5 1110 1101 111111111 111 1110 11111111101 11101 1111111s111 11) 1111111 1 111 1110 1111 101- 1111111 11110 1111011 111 111 0111101.

1 11111101 11 1111011 311010111 1110111111110 11 11111111 11110 11 1101 111111. 11111111 11100111111111111 for 1111121111111fithe operation of :1 111'0110101 1111111311 11111111101 111' 011111 11 111151101 1111g 1 110, carrier from 1110 111111.11,

line traclf' to the sidings, selective means for effecting such transfer at a predetermined point, and retrans'l'er means common to all the transfer points and auton'iatically actuatcd as a carrier leaves a siding tor retransterring the carrier back to the main line track.

in an automatic conveyor, a traveling carrier, a track system includin amain line track and sidings, mechanism for automatically transferring the carrier from the main line. track to the sidings, selective means for efi'ecting such transfer at a predetermined point, a restoring member, and track located trips at the outlets from the diili'erent sidings with which the restoring member engages to rctransi'er the carrier to the main line track.

eta; In an automatic conveyor, a traveling carrier, a track system including main line track and sidings, mechanism for automatically transferring the carrier from the main line track to a siding, said sidings being ele vated above the level of the main line track, and inclined outlets from said elevated sidings down which the traveling carriers re turn to the main line track under influence 7 of gravity independent of their normal propulsion means and means controlled by the travel of other carriers on the main track for controlling the escape of carriers from the siding.

4:5. In an automatic conveyer, a plurality of traveling carriers, a track system inclut ing main line track and sidings, selectively controlled means for automatically transferring the carriers from the main line track to predetermined sidings, and means operated by advance carriers for rendering the selective transfer mechanism of following carriers destined for a particular siding inoperative when a predetermined number of carriers are contained'upon the'pjarticular siding.

46. In an automatic conveyor, a plurality of traveling carriers, a track system includ ing main line track and sidings, selectively controlled means for automatically transferring the carriers from the main line track to predetermined sidings, track located trip means for effecting the operation of the transfer mechanism, and means for automatically retracting the trip means from operative position when a predetermined number 0t carriers are contained upon the corresponding siding. I

47. In an automatic conveyer, a plurality of traveling carriers, a track system including main line track and sidings, selectively controlled mechanism 'tor automatically transterring the carriers from the main line track to predetermined sidings, rack located trip means for actuating the transfer mechanism, said trip being retractable to an inoperative position, and step by step control mechanism for said retractable trip means the trip for retraction, means operated by' carriers entering upon a siding for actuating such stop member through-step by step movement toward releasing position and means actuated by carriers leaving the siding for retracting the stop member through step step movement position.

49. In an automatic conveyor, a plurality of traveling carriers, a track system including main line track and sidings, selectively controlled mechani u for ant ma ically transferring the carriers from the main line t'acl: to predetermined sidings, and control means tor each siding intermittently actuat ed through successive steps in either direction by carriers entering and leaving the siding, said control means being advanced to release position carriers entering the siding, wherein the transfer mechanism is rendered ineliiect-ivc, and retracted from such release position by carriers leaving the siding, thereby limiting to predetermined numher the carriers contained upon a given siding at the same time.

50. In" a conveyor system, a plurality of traveling carriers, a track system including main line track and sidings, selectively controlled mechanism for automatically transterrin thecarriers from the main line tracl: to predetermined sidings, a retractable'trip member for each siding, a member for controlling the operation ot the transferring mechanism, and movable successively in one direction by carriers entering upon a siding and movable successively in the opposite direction by carriers leaving the siding, said from such release .control member when moved to predetermined position by preponderance of carriers entering the siding acting to render the transfer mechanism inoperative to transfer additional carriers.

51. In a railway system, a ramp, a u iort tor normally supporting the ramp in its elevated position, carrier actuatedn'icans for actuating the ramp support in opposite directions in accordance with predetermined movement of the carriers, the movement of the support to an extreme position in one direction by preing main line track and sidings, selectively a ntom a tically depressible 

